CN109689436B

CN109689436B - Automobile electrical system and automobile with same

Info

Publication number: CN109689436B
Application number: CN201780052030.9A
Authority: CN
Inventors: 瓦西姆·塔扎里; 弗兰克·格龙瓦尔德; 西蒙·贝奇尔
Original assignee: Auto Kabel Management GmbH
Current assignee: Auto Kabel Management GmbH
Priority date: 2016-08-25
Filing date: 2017-05-11
Publication date: 2022-06-24
Anticipated expiration: 2037-05-11
Also published as: CN109689436A; JP6837132B2; EP3504085A1; ES2847201T3; WO2018036670A1; DE102016115823A1; US11643033B2; EP3504085B1; US20190184922A1; DE102016115823B4; MX2019002171A; JP2019531954A

Abstract

An automotive electrical system (2) having at least two main harnesses (4,6) electrically connected in parallel to one another, wherein the main harnesses (4,6) are electrically short-circuited to one another in two regions separated from one another and have an interface for one of the at least two electrical system energy supply devices (12a,12b) each, wherein at least one automotive electrical system switching circuit (14) interrupting the respective main harness (4,6) is arranged in the at least two main harnesses (4,6), wherein the automotive electrical system switching circuit (14) has at least three switches (24a-d), wherein a first switch (24a) is arranged between the first main harness interface (18b) and a common junction (26), a second switch (24b) is arranged between the second main harness interface (18a) and the common junction (26), and a third switch (24c) is arranged between the common junction (26) and at least one load interface (20 a), b) in the meantime.

Description

Automobile electrical system and automobile with same

Technical Field

The invention relates to an electrical system of a motor vehicle and to a motor vehicle having an electrical system of a motor vehicle.

Background

The share of electrically driven vehicles, so-called Electric Vehicles (EV), i.e. hybrid vehicles (EHV), Battery Electric Vehicles (BEV) and Fuel Cell Vehicles (FCV), will rise rapidly in the future. In an electric vehicle, an electric drive motor, also referred to as a traction motor, is supplied with electrical energy by an electrical energy supply device installed in the vehicle. The electrical energy for the traction motor can be derived from a generator or from an electrical energy storage device, for example a battery. The energy supply device is electrically connected to the traction motor by means of a suitable circuit connection, for example by means of a DC/DC converter or an AC/DC converter. This connection design may be part of a switching system according to the invention.

The acceptance of electric vehicles is very decisively dependent on the reliability of such electric vehicles. It is difficult for the user to tolerate drive failure. This problem is exacerbated if the electric vehicle is used as an autonomous vehicle. The trend to drive automobiles automatically is constant and leads to other problems in terms of fault reliability.

Disclosure of Invention

The object of the present invention is therefore to provide an electrical system for a motor vehicle, which meets the increased reliability requirements, in particular with regard to fault reliability.

In order to achieve this object, an electrical system of a motor vehicle according to the invention and a motor vehicle according to the invention are proposed.

The automotive electrical system has at least two main wiring harnesses arranged electrically in parallel. The main line bundle can preferably carry the high-side potential of the energy store. The main harnesses may also be surrounded by insulators, respectively. In the main bundle, two individual lines can be arranged, which are insulated from one another, in particular a low-voltage side (ground) line and a high-voltage side line. The routing of the main wire harness and the transverse wire harness described below preferably involves high-voltage wires. The main lines preferably run parallel to one another and each connect two electrical system energy supplies which operate independently of one another.

The main harnesses are electrically shorted to each other in at least two regions. Here, a direct connection between the main harnesses may be constructed. The connection can thus be initiated by a connection line leading to one pole of one of the two electrical system energy supply devices. Both main harnesses are therefore connected to two electrical system energy supply devices, preferably equipotential.

The main harness thus constitutes two redundant connections to the electrical system energy supply. It has been shown that the fault reliability can thereby be significantly improved. Each load connected to the electrical system energy supply via the main harness is therefore redundantly supplied with electrical energy by both electrical system energy supplies. A failure of one of the two electrical system energy supply devices or a damage of one main line bundle can be compensated by the other electrical system energy supply device or the other main line bundle.

Furthermore, it is achieved by the two main lines that the power loss between the load and the energy supply of the electrical system is reduced during normal operation, since the current is conducted through the two main lines and therefore the line resistance is reduced compared to the case of only a single line. On the other hand, in the case where the loss power is equal, the wire section of each main harness can be reduced relative to the case of a single wire.

Redundancy, increased reliability requirements, and fail-safe have all proven critical. It is particularly important for the fault reliability that the source of a defect, for example a possible short circuit, can be separated from the vehicle electrical system without preventing the vehicle from further operation. For this purpose, switching circuits of the vehicle electrical system are provided in the vehicle electrical system, by means of which the loads are each connected to a respective main line bundle. The main line bundle is preferably interrupted in its extension mechanically, but in particular electrically, by at least one switching circuit of the vehicle electrical system. Here, the automotive electrical system switching circuit may be a switchable connection along the primary wiring harness and between the primary wiring harness and the load.

For this purpose, it is proposed that at least one vehicle electrical system switching circuit is arranged in at least two main wire harnesses, in particular so as to be able to interrupt the respective main wire harness in a switchable manner, wherein the vehicle electrical system switching circuit has at least three switches.

According to the invention, a first switch is provided between the first main harness interface and the common junction. A second switch is provided between the second main harness interface and the common junction. The common junction may be a conductor which is electrically short-circuited at the outputs of two switches which are each connected to an energy supply. The switches may be arranged such that they can be connected on the input side to the respective electrical system energy supply. On the output side of the switches, they are short-circuited to one another via a common junction.

From which common junction extends an electrical connection to a load. A third switch is arranged in a line extending between the common node and the load. In this case, the load can preferably be connected to a load interface, which can be arranged on the output side of the third switch.

The switches can be switched on and off by corresponding control commands. In normal conditions, one of the energy supply devices is used for the operation of the load. The energy supply of the load is designed redundantly by the second energy supply device. In order to eliminate parasitic currents between the two energy supply devices, a switch is provided for each energy supply device. For this purpose, a balancing current can be prevented from flowing between the energy supply devices.

Furthermore, for safety reasons, it is necessary to be able to disconnect the energy supply from the load. Thus, according to the invention, a third switch is provided, which is located between the common node and the interface for the load.

In operation, the redundant switching system operates such that the third switch is normally open for currentless connection of the load.

The load in the present invention is, for example, a traction motor, a servo motor for steering, a brake device, or other loads related to reliability. According to the invention, a dual-channel energy supply to the load is achieved by means of the first pair of switches.

Automatically operated vehicles can also be equipped with an electrical system according to the invention. Due to the automaticity of driving, failsafe protection is particularly important, especially for the drive train or other safety-critical loads. The driver is no longer involved in the driving process during automatic driving, and defects in critical loads, such as drives, brake systems, etc., may lead to a serious risk of a traffic accident due to the lack of monitoring by the vehicle guide. This is worth avoiding. The drive train and other safety-critical loads must preferably be redundantly secured. This includes, for example, steering devices, in particular servo motors for steering devices, or brake systems, and also all other loads which, in the event of a fault, can lead to safety-critical situations.

The switching system according to the invention can significantly increase the fault reliability of the load. The fault reliability is increased by the smart arrangement of a plurality of switches between the energy supply and the load.

A status sensor may be provided on each switch that monitors the status of the respective switch. Thus, it can be monitored on the third switch whether it is actually open without a current connection. Thereby ensuring that the load is disconnected from the energy supply.

However, if it is determined that the switch does not open correctly despite the opening command, for example it is stuck or welded in particular, the control command may open the first and second switches. This also separates the energy supply from the load. The resulting switch design provides redundancy in the case of a load separate from the energy supply.

In driving operation, the third switch is normally always closed. Furthermore, at least one of the energy supply devices is electrically connected to the load. For this purpose, the first or second switch is closed by means of a switch command. Thus, energy flows from one of the energy supply devices to the load through the corresponding switch. If it is determined that the switch that is to be closed is not closed or that the current between the load and the energy supply device fails, although the load is still running, which occurs, for example, if the energy supply device connected to the load is damaged, a control signal for the further switch can be generated, by means of which the further switch is closed and the load is supplied with electrical energy via the further energy supply device. This leads to a significant increase in the fault reliability, since the load can always be connected to one of the two energy supply devices.

It is also possible to close two switches between the node and the respective energy supply device during operation. Thereby, a balanced current between the energy supply means is achieved. For example, the first energy supply device may have a generator. The generator can charge a second energy supply, for example a battery, via an optional converter, for example an AC/DC converter or a DC/DC converter, and a switching system.

The two main lines also make it possible to compensate for a failure of the entire electrical system switching circuit and additionally of the one electrical system energy supply. In this case, the supply current can flow through, for example, the entire second main line beam to the load on the first main line beam, and then through the rest of the first main line beam to the load.

According to one embodiment, at least one of the main lines of the main line bundle is formed from at least three line sections, wherein at least one line section is located between two switching circuits of the vehicle electrical system.

The line sections are parts which are located between the switching networks of the electrical system of the motor vehicle and are each separate from one another. The conductor sections form the main line bundle in sections.

Each line section can be designed as an insulated single-or two-wire line, for example. The line sections can preferably be connected to the main line connection of the switching circuit of the vehicle electrical system. The current preferably flows from the electrical system energy store via a first short-circuit region between the two main lines to the first vehicle electrical system switching circuit and from there via in each case one line section to the next vehicle electrical system switching circuit to the second short-circuit region between the two main lines and from there to the second electrical system energy store if necessary. However, depending on the switching state, the current preferably flows from only one electrical system energy store to the load via the line section.

In order to be able to supply all loads which are each connected to the main line bundle via the switching circuit of the vehicle electrical system in a redundant manner, it is proposed to short-circuit the main line bundles to one another in their respective distal end regions. This electrical short-circuit can be achieved in particular by mechanically connecting the conductors of the main harness to one another. In this connection region, a channel to an electrical system energy store may be arranged. The short circuit between the main lines can also be formed directly in the connection for the energy store of the electrical system. Such a connector may preferably be a battery electrode terminal.

Each distal tip of the main bundle of wires may preferably be a flexible wire, in particular a foundation wire. It can be guided from the two main strands preferably to the crimp interface or other connection of the battery electrode terminals and connected there together mechanically and electrically to one another and to the connection.

The conductor sections can be designed as round conductors or flat conductors between the individual main harness interfaces of the switching circuit of the electrical system of the motor vehicle. The wire sections may be made of aluminum or copper. The line section can be formed from a cable with a cable core made of copper or aluminum material and an insulating body. The cable core is preferably made of a solid material, but may also be made of a stranded conductor with a plurality of stranded wires in some conductor sections.

The conductor section can be provided at its respective distal end with a connection element by means of which the conductor section can be connected to a main conductor interface of a switching circuit of an automotive electrical system. The connecting element may in particular be a connecting bracket for screwing the line section to the respective interface.

According to one exemplary embodiment, it is provided that the at least one switching circuit of the vehicle electrical system has at least one fourth switch between the transverse conductor interface and the common junction. As described above, the main harnesses are short-circuited to each other in at least two areas. Starting from these regions, the main lines are each connected to a respective electrical system energy supply. However, in order to ensure a further increased failure reliability, the main lines can also be connected to one another at least once again in their extent. For this purpose, transverse lines can be provided which can be electrically connected to one or more main lines via a fourth switch.

Thus, an electrically switchable connection can be established between the two main wire harnesses over the extent thereof by means of the transverse wires. This connection makes it possible to ensure the supply of loads not connected thereto even in the event of failure of a plurality of switching circuits of the vehicle electrical system. Current may be "bypassed" to the load by appropriate switching on of the respective main strands through the first, second and fourth switches.

In order to control the respective switch, a control input value needs to be recognized. This control input value can be measured, for example, directly at the respective main wiring harness and/or the vehicle electrical system switching circuit by means of sensors arranged therein or thereon. For example, temperature, amperage, and/or voltage may be measured by suitable sensors. If a short circuit occurs at a load, for example a voltage in a switching circuit of an electrical system of a motor vehicle corresponding to this load, this is directly lost, which can be detected by means of a suitable sensor. Then, the third switch can be directly opened even without external interference. It is also possible for the central control unit to acquire sensor values and thus to determine the state of the vehicle electrical system and to appropriately control the switches.

In addition to the above values, the state of the load and the expected value for the load may also be acquired. The desired value for the load can be parameterized and, for example, indicates how high the rated current intensity of the load is. If this amperage is exceeded, a load operation defect can be declared.

Furthermore, the state of charge of the electrical system energy supply device, the state of the vehicle or the crash signal can be detected and processed, for example, in a central computer. Depending on the vehicle state, it may be advantageous to remove some loads from the energy supply or to increase the redundancy for other loads. For this purpose, some loads can be disconnected from the vehicle electrical system, for example by opening a third switch of a corresponding vehicle electrical system switching circuit, or a transverse connection can be established between the main lines in a targeted manner by closing a fourth switch, so that the supply reliability of some loads is increased.

In order to connect the main harnesses to each other, a lateral harness is provided. According to one embodiment, the transverse wire harness is connected to a transverse wire harness interface of a corresponding automotive electrical system switching circuit. This interface can likewise be implemented by means of suitable connection terminals. The transverse wire bundle can be flexibly or rigidly constructed from round wires or flat wires depending on the installation space requirements.

According to one embodiment, the main line and the transverse lines form an at least partially, preferably completely, interlaced power distribution network. As described above, the lateral connection between the main harnesses may be made by the lateral harnesses. The lateral connection may be switched by a fourth switch. The main wiring harness can be interrupted by first and second switches at the automotive electrical system switching circuit, respectively. By suitable opening and closing of the first, second and fourth switches, any path can be switched within the vehicle electrical system, so that the connection between the electrical system energy supply and the load can be individually regulated. Then, one can talk about an interleaved power distribution network.

According to one exemplary embodiment, it is provided that at least one of the line sections and/or at least one of the transverse lines is designed as a flat line, in particular made of copper or aluminum, in particular made of a flat line of solid material.

According to one embodiment, it is provided that the switches can be controlled individually. In this case, each switching circuit of the vehicle electrical system can be connected to a separate control circuit with control. It is also conceivable to connect at least two, preferably all, switching circuits of the vehicle electrical system to one another via a bus. The bus is preferably likewise constructed in an interleaved configuration and as an interleaved ring. The bus is preferably connected to a central control computer and via the bus each switching circuit of the vehicle electrical system or each switch arranged therein can be controlled individually. Sensor signals from sensors of the switching circuit of the electrical system of the motor vehicle and sensors arranged on the main line bundle can likewise be conducted via the bus.

It is also possible to transmit the signal through the vehicle electrical system itself. To this end, at least one of the main lines is connected to a communication device, wherein the communication device transmits a switching command for at least one of the switches to the main lines. Preferably, both main lines are connected to a communication device, so that communication is also established redundantly as with the electrical supply. The control of the respective switching circuits of the vehicle electrical system can take place via the main line bundle, for example, by means of pulse width modulation, in particular in the form of power line Communication (Powerline Communication). The sensor signals and the state of the switching circuit of the vehicle electrical system can accordingly also be transmitted via the vehicle electrical system to or from the communication device.

According to one exemplary embodiment, it is provided that at least one of the electrical system energy supply devices is designed as an energy store, in particular as a battery or an accumulator. On the other hand, it is also possible to configure at least one of the electrical system energy supply devices as a DC/DC converter or as a generator. In particular, at least two electrical system energy supply devices can be different from one another.

The load interface is preferably provided for connecting the load via a single energy cable. In particular, the load interfaces can each be connected to exactly one load.

In this connection, it should be noted that the switching circuit of the electrical system of the motor vehicle can have at least two or even more third switches. Two or more loads can be connected in a switchable manner via the vehicle electrical system switching circuit to in each case one main line bundle, each individually via a third switch.

The switch is preferably designed as a semiconductor switch or relay, in particular as a so-called profiet. The current carrying capacity of the first and second switches and possibly of the fourth switch is preferably higher than the current carrying capacity of the third switch. The first and second switches and the possible fourth switch allow the current to flow in particular to a plurality of loads arranged in the electrical system, and the current flows only to the connected loads via the third switch. It is therefore proposed that the current carrying capacity of the first and second switches is higher than the current carrying capacity of the third switch.

According to one embodiment, the switching circuits of the electrical systems of the motor vehicle are built into a common housing. In this connection, it is proposed that the switch be arranged in the same housing, and that electrical contacts for the main conductor interface, the load interface and possibly for the transverse conductor interface be provided on the housing. A switch and an electronic control device may be mounted within the housing. The housing may enclose the switching system relative to the rest of the electrical system. The line can be connected to a corresponding energy supply or load via a corresponding interface, for example a contact lug.

It is also proposed to arrange the switches at least locally on the same circuit board. In this case, it is preferably possible to arrange electronic components, for example semiconductor components, in particular semiconductor switches, on the circuit board and to control them by means of suitable control electronics. In this way, a complete redundant switching system is achieved in a compact assembly, which can preferably be installed, in particular cast, in the same housing.

The switch is preferably reversibly switchable and therefore differs from conventional safes which can be switched only once. The switches can be switched on and off constantly, thus ensuring the switching operation of the redundant switching system over the life of the vehicle.

According to one embodiment, the switch is a semiconductor element, as previously described. It can in particular be a transistor, preferably a MOSFET. However, the switch may also be designed as a relay or as a contactor.

The switch has a current carrying capacity of more than 100A, in particular more than 200A, preferably higher than 300A. The switch can reliably switch currents of more than 100A, preferably more than 200A, in particular more than 300A, without being permanently damaged. The switch may also be formed by a cascade of a plurality of semiconductor switches. A plurality of semiconductor switches may also be connected in parallel with each other so that the switching power per single switch is lower.

It may also be advantageous for the switches to be designed with different switching behavior and/or current carrying capacity. The first and second switches can then be of the same construction, and the third switch can be designed lower, for example in terms of current carrying capacity and/or switching performance. The balancing current between the energy supply devices can also be up to 300A, and the operating current for the load can be, for example, only 10 to 50A. Accordingly, two first switches are designed for a current carrying capability of 300A and the third switch is designed for a current carrying capability of only 50A.

According to one embodiment, it is proposed that the semiconductor switch is connected such that its body diode is connected in the opposite direction to the first and second switch. That is, the current direction of the two body diodes is opposite. In particular the direction of the current of the diode is either away from the junction or directed towards the junction. This excludes a current flow from the first energy supply means to the second energy supply means and vice versa through the diode.

Starting from the junction point, the switching system is connected to the load via a third switch and preferably a single energy cable. Between the junction or the third switch and the load, there may also be provided control electronics for the load, which according to the invention are considered to belong to the load. The energy cable is preferably made of copper or aluminum. The energy cable is in particular a shielded energy cable. The energy cable is preferably designed as a two-core cable, wherein the ground circuit is also provided in the cable, rather than being realized by the vehicle body, as is customary.

According to one exemplary embodiment, it is provided that the ground circuit is realized from the load via a switching system to the respective energy supply. The main line bundle is preferably two-core and in particular shielded. The switching system preferably has a current path for a ground return in addition to the switch, so that a two-wire main line bundle can also be connected to the switching system. In particular, the supply and ground circuits are also implemented in the housing.

The power supply side, i.e. the high-voltage side, is preferably provided with a switch, and the short-circuiting between the electrical contacts of the switching system, in particular of the housing, takes place in the ground circuit, i.e. the low-voltage side. This short circuit is preferably achieved by means of a wire in the housing. The housing is preferably likewise shielded here and in particular electrically short-circuited with the shielding of the energy cable. Thereby, a shielding of the penetration of the switching system is ensured.

It is also proposed that the switch or the switching system is arranged on the high-voltage side, i.e. with a positive potential of the energy supply. On the other hand, it may also be advantageous if the switch or the switching system is connected to the energy supply on the low-voltage side. This can have the advantage, in particular, that the operating voltage for the switch, in particular the semiconductor switch, does not have to be additionally higher than the potential of the energy supply. In contrast to the 12V electrical system voltage, which is connected to the high-voltage side, the voltage at the switch must be higher than this, i.e. 17 or 24V, for example, the supply voltage for the switch must be only 5V or 12V, which is the case with the low-voltage side.

Drawings

The invention will be further elucidated on the basis of the drawings showing embodiments. Shown in the attached drawings:

FIG. 1 is an automotive electrical system according to the present invention, according to one embodiment;

FIG. 2 is an automotive electrical system switching circuit according to the present invention, according to one embodiment;

FIG. 3 is an automotive electrical system according to the present invention according to another embodiment;

Detailed Description

Fig. 1 shows an automotive electrical system 2 having two main wiring harnesses 4,6 electrically connected in parallel with each other. The main strands 4,6 are directly connected to one another in the region of their

distal ends

4a, 6a and 4b,6b, respectively. Starting from the connections 8a, b, the main harnesses 4,6 are electrically connected by preferably

flexible cables

10a,10b to

batteries

12a,12b, respectively, which serve as energy supply means for the electrical system.

In this case, the

flexible cables

10a,10b are connected on the high-voltage side to the

respective battery

12a,12 b.

The main harnesses 4,6 are interrupted by the switching circuit of the automotive electrical system. A load 16 is connected to the vehicle electrical system switching circuit 14. These loads 16 may be, for example, a starter, a hydraulic pressure generator, a brake booster, a steering wheel booster, a driving assistance system, or the like. It can be seen that one or more loads 16 may be connected in the automotive electrical system switching circuit 14.

Furthermore, it can be seen in fig. 1 that the main beams 4,6 constitute a closed loop and thus have equal potential. Redundant operation of the load 16 is achieved by the two main lines 4, 6. The high-side potentials of both

batteries

12a,12b are respectively equal to the potential of the respective load 16. In the event of a failure of one of the main harnesses 4,6, the potential of at least one of the

batteries

12a,12b is always supplied to the load 16, thereby significantly improving the fail-safe.

As will be described below, the vehicle electrical system switching circuit 14 has a selectively switchable switch. During operation, for example, the main line 4 may be interrupted, for example, in the region of the switching circuit 14a of the vehicle electrical system. In this case, the main harness 4a is still connected to the battery 12a via the main harness 6, and is also directly connected to the battery 12b, and the load is still supplied with electric power. Even in the event of an additional fault, for example in the area of the switching circuit 14c of the vehicle electrical system, the supply of electrical energy to the remaining load is still ensured either by the battery 12a or by the battery 12 b. That is, even if there are multiple faults along the main harnesses 4,6, the plurality of loads 16 are kept supplied with electrical energy.

Fig. 2 shows a schematic diagram of the switching circuit 14 of the electrical system of the motor vehicle. The automotive electrical system switching circuit 14 has two

main harness interfaces

18a,18 b. In addition, the vehicle electrical system switching circuit 14 has one or

more load interfaces

20a,20 b. Finally, a transverse harness interface 22 may be provided on the automotive electrical system switching circuit 14.

The

primary harness interfaces

18a,18b are connected to a common junction 26 by a first switch 24a and a second switch 24 b. Starting from the common junction 26, a third switch 24c may branch off to the load interface 20a, b. A fourth switch 24d may also branch off from the common junction 26 to the lateral wire interface 22.

Inside the housing 28 of the switching circuit 14 of the vehicle electrical system, a communication device 30 can be provided, which is continuously connected to at least the main conductor interfaces 18a, b and, if necessary, the transverse conductor interface 22 and thus enables communication therewith.

Furthermore, a processor, not shown, is provided in the vehicle electrical system switching circuit 14, which processor is operatively connected to the communication device 30 and to the individual switches 24. Through the communication device 30, the microprocessor can receive the error and individually open or close each of the individual switches 24 as necessary. In addition, the processor accesses sensors, not shown, to obtain, for example, the switch state, voltage, temperature, current, or the like of the switch 24 within the automotive electrical system switch circuit 14. With the sensed values acquired, the sensor may automatically open or close the switch 24 or send the acquired values through the communication device 30.

The switch 24 is preferably a relay or a main conductor switch, in particular a MOSFET (metal-oxide semiconductor field effect transistor) or a PROFET.

Fig. 3 shows a slightly modified embodiment of the vehicle electrical system 2 compared to fig. 1. It can be seen at first that the electrical system energy supply 12a is no longer designed as a battery, but rather as a generator, for example. Furthermore, for clarity, only the conductor sections 32 are shown between the automotive electrical system switching circuits 14 in fig. 3. The line section 32 preferably corresponds in line with the section of the main strands 4,6 in the region of the

connection

8a,8b in terms of line cross section and line profile.

It can also be seen that a transverse wire harness 34 is respectively arranged between the two vehicle electrical system switching circuits 14. The lateral harness 34 can be selectively connected to the main harnesses 4,6 through the fourth switch 24 d. A fully interlaced power distribution network is realized by the transverse wire harness 34, so that it is ensured that each of the individual loads connected to the switching circuit 14 of the vehicle electrical system is connected to both electrical system

energy supply devices

12a,12b with maximum probability. The switching circuit 14 of the vehicle electrical system can also be arranged within the transverse wire harness 34 and, if necessary, the load 16 can also be connected there.

Of course, it is also possible to run more than two main harnesses 4,6 in parallel with one another in the motor vehicle, but for reasons of clarity only two main harnesses 4,6 are shown in fig. 1 and 3. If more than two main harnesses are provided, a lateral harness may be selectively provided between each two main harnesses. The transverse harnesses may be spatially separated from one another, for example one in front of the vehicle, for example in or on the engine compartment, and the other in the rear of the vehicle, for example in the rear seats-

Or in/on the luggage. By means of the targeted closing or opening of the switch 24, the connection between the vehicle electrical system switching circuit 14 and the electrical

system energy supply

12a,12b can be switched on and off at will, and thus a conductor path can be established, bypassing any errors or interruptions that may occur inside the main line bundle 4, 6. The reliability of the selection of the vehicle electrical system 2 is thereby greatly increased, which is particularly critical in the field of electric vehicles and automatic driving.

Description of the reference numerals

2 automotive electrical system

4,6 main harness

4a, b distal tip

6a, b distal tip

8a, b junction

10a, b flexible cable

12a, b cell

14 automobile electrical system switch circuit

16 load

18a, b main harness interface

20a, b load interface

22 transverse harness interface

24 switch

26 node

28 casing

30 communication unit

32 conductor segment

34 transverse wire harness

Claims

1. An automotive electrical system having

At least two main lines electrically connected in parallel to one another, wherein the main lines are electrically short-circuited to one another in two regions separated from one another and have an interface for one of the at least two electrical system energy supply devices,

-wherein at least one automotive electrical system switching circuit interrupting a respective main wire harness is arranged in at least two of said main wire harnesses, wherein the automotive electrical system switching circuit has at least three switches, wherein

-a first switch is arranged between the first main harness interface and the common junction,

-a second switch is arranged between the second main harness interface and the common junction,

-a third switch is arranged between the common node and at least one load interface, wherein

The at least two main lines are each connected to a respective electrical system energy supply on the high-voltage side,

-at least two of said main harnesses are connected to a communication device, wherein said communication device sends a switch command for at least one of said switches to said main harnesses, thereby controlling the switching circuits of the automotive electrical system in power line communication.

2. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

at least one of the main lines is formed by at least three line sections, wherein at least one of the line sections is arranged between two switching circuits of the vehicle electrical system.

3. Automotive electrical system according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

-one wire section of the main harness is connected to one of said main harness interfaces.

4. The automotive electrical system of claim 3,

it is characterized in that the preparation method is characterized in that,

-the main strands are short-circuited to each other in their respective distal tip regions.

5. The automotive electrical system of claim 4,

it is characterized in that the preparation method is characterized in that,

the main harnesses are directly connected to each other in a short-circuit area.

6. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

-at least one automotive electrical system switching circuit having at least one fourth switch between the lateral harness interface and the common junction.

7. The automotive electrical system of claim 3,

it is characterized in that the preparation method is characterized in that,

-said main strands are connected to each other by at least one transverse strand.

8. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

a transverse harness is connected to the transverse harness connection.

9. The automotive electrical system of claim 7,

it is characterized in that the preparation method is characterized in that,

-said main wire bundles and said transverse wire bundles forming an at least partially interwoven power distribution network.

10. The automotive electrical system of claim 9,

it is characterized in that the preparation method is characterized in that,

-said main wire bundle and said transverse wire bundle forming a fully interwoven power distribution network.

11. The automotive electrical system of claim 9,

it is characterized in that the preparation method is characterized in that,

at least one of the conductor sections and/or at least one of the transverse strands is designed as a flat conductor.

12. The automotive electrical system of claim 11,

wherein the flat wire is made of a solid material.

13. The automotive electrical system of claim 12,

the aluminum alloy is characterized in that the solid material is copper material or aluminum material.

14. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

the switches can be individually controlled.

15. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

at least one of the vehicle electrical system switching circuits has a current sensor and/or a voltage sensor and/or a temperature sensor and controls at least one of the switches in dependence on the sensing signal.

16. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

at least one of the electrical system energy supply devices is designed as an energy store or as a DC/DC converter or generator.

17. The automotive electrical system of claim 16,

it is characterized in that the preparation method is characterized in that,

the energy storage is a battery.

18. The automotive electrical system of claim 16,

it is characterized in that the preparation method is characterized in that,

the energy storage is a battery.

19. The automotive electrical system of claim 1,

it is characterized in that the preparation method is characterized in that,

-the load is connected to the load interface by a unique energy cable.

20. Vehicle having a vehicle electrical system according to claim 1, characterized in that the vehicle also has at least two electrical system energy supply devices and a load.